2017 Lamborghini Aventador

The Lamborghini Aventador was unveiled in early 2011 and replaced the Murcielago as the company’s range-topping supercar. Its styling is inspired by the limited-edition Reventon and the Estoque concept car, while motivation is provided by Lamborghini’s second V-12 engine design in 50 years. Like its predecessor, the Aventador spawned Roadster and higher-performance SuperVeloce versions, with the latter gaining a drop-top variant of its own. The supercar was also used as a base for the Aventador J concept and the Veneno, a limited-edition model that stands out for its outlandish design and ludicrous price tag. In late 2016, Lambo unleashed a mid-cycle update for the Aventador, also adding an "S" badge to its name.

Spotted testing on public roads since early 2016, the Aventador S prototype didn’t have much to say about the changes Lambo had in store and it was believed that the update will be about minor nips and tucks. However, the Italian brand had completely different plans for the coupe, giving it a complete makeover in the aerodynamics and chassis department. It’s also significantly more powerful, moving very closer to the beefed-up SuperVeloce thanks to a 30-horsepower bump.

“This is the next generation Aventador as well as the expression of new technological and performance milestones in super sports car development,” said Automobili Lamborghini Chairman and CEO Stefano Domenicali. “The Aventador S is visionary design, cutting-edge technology and driving dynamics in pure harmony, and elevates the concept of super sports cars to a new level.”

The Lambo Aventador S will reach its first customers in Spring 2017 as a 2018-model-year vehicle.

make:Lamborghini

Model:Aventador

price:$ 421350

Engine:V12

Transmission:7 speed ISR

Horsepower @ RPM:730 @ 8400

Torque @ RPM:508 @ 5500

Displacement:6.5 L

0-60 time:2.9 sec.

Top Speed:217 mph (Est.)

Jaguar XF Review

JAGUAR XF

The essence of the Jaguar XF. Driver-focused Jaguar performance and practicality.

BASE MSRP FROM

$48,2501 (20d RWD)

A striking, aerodynamic exterior with a contemporary interior to match. The XF offers comfort and delivers the Jaguar InControl® infotainment system through an 8-inch touchscreen to make driving more enjoyable.

JAGUAR XF REFINEMENT

You will find the latest technology and contemporary craftsmanship in the XF. The 10x10 way adjustable seats with 8x8 way power adjustment and Morse Code Aluminum finishers offer comfort and style. Enhancing every drive is an advanced infotainment system and a 380W Meridian™ audio system.

BREADTH OF PERFORMANCE

The XF offers a choice of engines: a 2.0-liter 4-cylinder diesel engine with 318 lb-ft of torque or a 340-horsepower 3.0-liter supercharged V6 with 0-60 mph acceleration in 5.1 seconds (RWD).3 Whether you want Jaguar efficiency, performance or both, there is an XF for you.

AVAILABLE ALL WHEEL DRIVE

The available Instinctive All Wheel Drive® (AWD) system delivers confident handling on most surfaces. The system uses a unique Intelligent Driveline Dynamics control developed by Jaguar that features sophisticated algorithms to react intelligently to road conditions. Predictive, as well as reactive, the system helps prevent you from losing traction instead of working to regain it.

YOUR COMMAND CENTER

At the heart of the XF interior is the new infotainment system, Jaguar InControl® Touch™, which features an 8-inch touchscreen with contemporary graphical design and intuitive controls. It puts features, including audio, climate control and the optional satellite navigation, at your fingertips

XF OFFERS

Explore attractive lease and finance offers across the entire XF range that can help you to own the car that’s perfect for you.

Source by www.jaguarusa.com

2017 Chevrolet Camaro ZL1 Coupe

The 2017 Chevrolet Camaro ZL1 is built from some of the most awesome automotive hardware there is. Its magnetorheological dampers read the road 1000 times per second. An electronically controlled limited-slip differential metes torque between the rear wheels with microchip-controlled precision. A wet-sump variant of the Corvette Z06’s supercharged 6.2-liter LT4 V-8 delivers incredible thrust. The Camaro ZL1 packs 650 horsepower, with the drivetrain hardware to put it to the ground and the chassis to wrangle it around any curves, all for $63,435.

Imagine a Dodge Challenger SRT Hellcat that can corner, a Ford Mustang Shelby GT350 with an additional 124 horsepower, and a BMW M4 with great steering. The Camaro ZL1 is all of these things and more.

Poke the Lion

If the ZL1’s components list sounds familiar, you probably recognize this car as a Corvette Z06 with four seats. But the ZL1 offers its own contribution to Chevy’s arsenal of performance parts with its new 10-speed automatic transmission, General Motors’ first application of the 10R gearbox developed jointly with Ford. While Ford engineers led the 10-speed engineering effort, the ZL1’s Hydra-Matic 10R90 is a high-torque application developed by Chevrolet engineers exclusively for their own use. Their changes include a different torque converter, GM-exclusive control algorithms, and uprated components in the clutches, the planetary carriers, and the output gearset to cope with the LT4’s brutal 650 lb-ft of torque.

The real magic, though, is in the tuning. ZF’s acclaimed eight-speed automatic—used by BMW, Fiat Chrysler, Jaguar Land Rover, and the Volkswagen Group—finally has a worthy rival. In Los Angeles traffic, the transmission shuffled through the ratios virtually imperceptibly. At any speed, it shifts with minimal fuss and never hunts for the right ratio. When you demand thrust, the gearbox executes a quick yet smooth downshift without any intermediate steps. Mat the throttle from 60 mph, and the automatic executes a flawless 10th-to-third transition that wakes the LT4 like a sleeping lion poked with a cattle prod.

Switching between the ZL1’s driving modes brings only minor changes to the transmission calibration. The engine cuts fuel on upshifts for faster gear swaps and a satisfying blat in Sport and Track, yet the computer still targets the same shift points.

However, once you begin driving enthusiastically in Sport or Track mode, one of three performance algorithms for the transmission is automatically triggered. The initial level holds gears when you lift off the throttle and matches revs on downshifts; the most aggressive one constantly holds the lowest possible gear. The controller monitors throttle and brake inputs and lateral g’s to activate performance shifting or to revert to the standard algorithm after a period of soft-pedaling. The only way to decipher which performance algorithm is active is to study where in the 7500-rpm tachometer the needle is spending its time. It’s a slightly strange and opaque way to control the transmission logic, but it works surprisingly well. All it takes is a single corner of hard driving to trigger the behavioral change.

The sheer number of gears removes a lot of the joy from manually paddling through the cogs, not to mention that these paddle-actuated shifts feel significantly slower and clunkier than when the gearbox is left to its own devices. Engineers did attempt to address the tedium of toggling through six, seven, or eight gears by writing code that jumps to the lowest possible gear when you hold the left paddle, but we found the system to be wildly inconsistent. Sometimes the downshift was nearly instantaneous. Other times, whole seconds passed before the shift occurred. And sometimes, inexplicably, there was no shift at all, no matter how long we held the paddle.

Want to choose your own gears? Stick with the standard six-speed manual gearbox. Its shifter is topped by a well-weighted suede shift knob, the substantial clutch pedal offers great feedback, and it’s augmented with no-lift shifting and rev matching (that can be switched off). Plus, the manual’s taller gearing allows the ZL1 to hit 61 mph in first gear, a boon for minimizing the zero-to-60-mph metric.

Ready for Any Road

The new 10-speed transmission, the addition of the electronically controlled diff, and an extra 70 horsepower make this ZL1 both faster and more rewarding than the previous-generation ZL1. Yet the largest transformation might derive from the change to the lighter, more nimble Alpha architecture from the previous Zeta platform. Chevrolet claims a weight savings of more than 200 pounds compared with the prior ZL1. The car still is not light, at almost 4000 pounds with the automatic gearbox, but the ZL1 coupe moves with uncanny grace.

Equipped with staggered-width Goodyear Eagle F1 SuperCar 3 tires, the ZL1 isn’t quite as neutral as the fifth-generation Z/28, nor is it latched to the pavement like that car, which wore 305-section Pirelli P Zero Trofeo R rubber at all four corners. Weighty electrically assisted power steering with a variable-ratio rack guides the car into curves with poise and precision. The driver feels the chatter of the front rubber or the smooth breakaway of the rear tires immediately and clearly. Understeer is easily abated with clean driving or a quick stab of the throttle. GM’s excellent Performance Traction Management offers five increasingly lenient traction and stability settings to help set a quick and safe lap time irrespective of the driver’s skill level.

A new line-lock feature (yes, the Mustang had one first) clamps down on the front brakes for up to 15 seconds so the driver can warm the rear tires before a drag run or smoke the crowd at a car show. The launch-control algorithm now offers both automatic and custom settings. The latter allows the driver to select the launch rpm and the amount of wheel slip, from 5 to 15 percent in 0.5-percent increments.

Home / Reviews / 2017 Chevrolet Camaro ZL1 Coupe - First Drive Review

VIEW 83 PHOTOS

FIRST DRIVE REVIEW

2017 Chevrolet Camaro ZL1 Coupe

Imagine a Hellcat that can corner, a GT350 with 124 more horsepower, and an M4 with great steering.

DEC 2016 BY ERIC TINGWALL

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The 2017 Chevrolet Camaro ZL1 is built from some of the most awesome automotive hardware there is. Its magnetorheological dampers read the road 1000 times per second. An electronically controlled limited-slip differential metes torque between the rear wheels with microchip-controlled precision. A wet-sump variant of the Corvette Z06’s supercharged 6.2-liter LT4 V-8 delivers incredible thrust. The Camaro ZL1 packs 650 horsepower, with the drivetrain hardware to put it to the ground and the chassis to wrangle it around any curves, all for $63,435.

Imagine a Dodge Challenger SRT Hellcat that can corner, a Ford Mustang Shelby GT350 with an additional 124 horsepower, and a BMW M4 with great steering. The Camaro ZL1 is all of these things and more.

VIEW 83 PHOTOS

Poke the Lion

If the ZL1’s components list sounds familiar, you probably recognize this car as a Corvette Z06 with four seats. But the ZL1 offers its own contribution to Chevy’s arsenal of performance parts with its new 10-speed automatic transmission, General Motors’ first application of the 10R gearbox developed jointly with Ford. While Ford engineers led the 10-speed engineering effort, the ZL1’s Hydra-Matic 10R90 is a high-torque application developed by Chevrolet engineers exclusively for their own use. Their changes include a different torque converter, GM-exclusive control algorithms, and uprated components in the clutches, the planetary carriers, and the output gearset to cope with the LT4’s brutal 650 lb-ft of torque.

The real magic, though, is in the tuning. ZF’s acclaimed eight-speed automatic—used by BMW, Fiat Chrysler, Jaguar Land Rover, and the Volkswagen Group—finally has a worthy rival. In Los Angeles traffic, the transmission shuffled through the ratios virtually imperceptibly. At any speed, it shifts with minimal fuss and never hunts for the right ratio. When you demand thrust, the gearbox executes a quick yet smooth downshift without any intermediate steps. Mat the throttle from 60 mph, and the automatic executes a flawless 10th-to-third transition that wakes the LT4 like a sleeping lion poked with a cattle prod.

Switching between the ZL1’s driving modes brings only minor changes to the transmission calibration. The engine cuts fuel on upshifts for faster gear swaps and a satisfying blat in Sport and Track, yet the computer still targets the same shift points.

VIEW 83 PHOTOS

However, once you begin driving enthusiastically in Sport or Track mode, one of three performance algorithms for the transmission is automatically triggered. The initial level holds gears when you lift off the throttle and matches revs on downshifts; the most aggressive one constantly holds the lowest possible gear. The controller monitors throttle and brake inputs and lateral g’s to activate performance shifting or to revert to the standard algorithm after a period of soft-pedaling. The only way to decipher which performance algorithm is active is to study where in the 7500-rpm tachometer the needle is spending its time. It’s a slightly strange and opaque way to control the transmission logic, but it works surprisingly well. All it takes is a single corner of hard driving to trigger the behavioral change.

The sheer number of gears removes a lot of the joy from manually paddling through the cogs, not to mention that these paddle-actuated shifts feel significantly slower and clunkier than when the gearbox is left to its own devices. Engineers did attempt to address the tedium of toggling through six, seven, or eight gears by writing code that jumps to the lowest possible gear when you hold the left paddle, but we found the system to be wildly inconsistent. Sometimes the downshift was nearly instantaneous. Other times, whole seconds passed before the shift occurred. And sometimes, inexplicably, there was no shift at all, no matter how long we held the paddle.

Want to choose your own gears? Stick with the standard six-speed manual gearbox. Its shifter is topped by a well-weighted suede shift knob, the substantial clutch pedal offers great feedback, and it’s augmented with no-lift shifting and rev matching (that can be switched off). Plus, the manual’s taller gearing allows the ZL1 to hit 61 mph in first gear, a boon for minimizing the zero-to-60-mph metric.

VIEW 83 PHOTOS

Ready for Any Road

The new 10-speed transmission, the addition of the electronically controlled diff, and an extra 70 horsepower make this ZL1 both faster and more rewarding than the previous-generation ZL1. Yet the largest transformation might derive from the change to the lighter, more nimble Alpha architecture from the previous Zeta platform. Chevrolet claims a weight savings of more than 200 pounds compared with the prior ZL1. The car still is not light, at almost 4000 pounds with the automatic gearbox, but the ZL1 coupe moves with uncanny grace.

Equipped with staggered-width Goodyear Eagle F1 SuperCar 3 tires, the ZL1 isn’t quite as neutral as the fifth-generation Z/28, nor is it latched to the pavement like that car, which wore 305-section Pirelli P Zero Trofeo R rubber at all four corners. Weighty electrically assisted power steering with a variable-ratio rack guides the car into curves with poise and precision. The driver feels the chatter of the front rubber or the smooth breakaway of the rear tires immediately and clearly. Understeer is easily abated with clean driving or a quick stab of the throttle. GM’s excellent Performance Traction Management offers five increasingly lenient traction and stability settings to help set a quick and safe lap time irrespective of the driver’s skill level.

A new line-lock feature (yes, the Mustang had one first) clamps down on the front brakes for up to 15 seconds so the driver can warm the rear tires before a drag run or smoke the crowd at a car show. The launch-control algorithm now offers both automatic and custom settings. The latter allows the driver to select the launch rpm and the amount of wheel slip, from 5 to 15 percent in 0.5-percent increments.

VIEW 83 PHOTOS

The team that built the ZL1 claims the car is equally adept at running quarter-mile drags, lapping Virginia International Raceway, and running along the writhing Angeles Crest Highway. It’s certainly competent at any of those activities, but we think it’s truly exceptional at the latter, streaking down a great road and plastering a grin on your face. Strapped into the deeply bolstered Recaros with red seatbelts (standard with select exterior colors), we hammered the ZL1 through the San Gabriel Mountains, confident in its firm brake pedal and natural steering, the transmission automatically holding the lowest gear and the tailpipes blasting anger through the valleys. We should note that we weren’t offered a chance to drive the ZL1 convertible, so we can’t say if Chevy has quelled the quivers present in other Camaro ragtops. The coupe, however, has no trouble managing the engine’s grunt, the road’s imperfections, and the considerable cornering forces the ZL1 can muster.

With the 2017 Camaro ZL1, Chevrolet mixed its most raucous, most capable hardware into a monster of a car at a bargain price. More tire and less weight make it into a true track-day special, but it’s simultaneously a car that you can live with every day and hustle on any stretch of pavement. The ZL1 is even greater than the sum of its special parts, and we wouldn’t change a thing.

Volkswagen Jetta

The Volkswagen Jetta offers an agile suspension and a range of powertrains at a price that won’t break the bank, and with room for three adults in back. The interior design is modern and offers a choice of 5.0- or 6.3-inch touchscreen infotainment systems. The base engine is a 150-hp 1.4-liter turbo four; a 170-hp 1.8-liter turbo four is optional. Five- or six-speed manuals and a six-speed automatic are available. The GLI is the hot rod, with a 210-hp 2.0-liter turbocharged four and a sport suspension.

Renault Sport Announces R.S. 01 single seater GT race car

Renault has announced the renault sport R.S. 01, a single seater GT racer influenced by the world of concept cars. with a carbon monocoque chassis weighing less than 1,100 kg and a centrally-mounted nismo V6 3.8L twin-turbo engine developing over 500 horsepower it reaches top speeds of over 300 km/h. like all the renault vehicles designed under the management of laurens van den acker, the renault sport R.S. 01 displays a prominent logo, the key feature on the front end. the vehicle’s wide stance of 2,000 mm is reinforced by the signature of the LED daytime-running lights positioned along the brake cooling scoops.

as a result of its aerodynamic design, renault sport R.S. 01 is able to achieve a level of performance comparable to a DTM race car. the CI (lift coefficient) and CDA (drag coefficient) are similar to those of a formula renault 3.5; at the top speed of 300 km/h, the vehicle produces 1.7 metric tons of downforce, which is the equivalent to that of a formula renault 3.5 single seater.

Refreshed 2016 Audi Q3 starts at $34,625

The Audi Q3 only arrived in the US for the 2015 model year, and for 2016 the compact luxury crossover is already getting a new front end, plus a bump in price to go with the facelift. The cost for the base Premium Plus trim with front-wheel drive is now $34,625, which includes the $925-destination charge on all models. That's $1,200 more than last year.

For the extra money, customers get a resculpted front end that features harder angles in the chrome shield that outlines the grille. The piece now extends to connect to the reshaped headlights, and the air intakes in the bumper get a larger, more aggressive look. At the rear, the taillights also have a tweaked design. Buyers get to choose from new exterior colors, as well, including Hainan Blue, Utopia Blue, Misano Red, and Cuvee Silver. In addition to the revised styling, fore and aft parking sensors and a rearview camera are now among the standard features.

The higher-spec Prestige trim now rings up for $39,525 in front-wheel drive form. It adds features like a standard 7-inch MMI navigation system, power tailgate, blind-spot monitoring, a 14-speaker Bose stereo, and full LED headlights.

New powertrains are not among the list of changes for the Q3. All models still come with a 200-horsepower, 2.0-liter turbocharged four-cylinder that's hooked up to a six-speed automatic. Front- wheel drive is standard, but Quattro all-wheel drive is a $2,100-option on both trims.

2016 Honda Civic Type R

The styling of the new Honda Civic Type R sticks two fingers up at the recent trend for more subtle-looking hot hatches. Can it get away with such brazenness?

“It looks very sporty, doesn’t it?” Thus was my great-aunt Pam’s first reaction upon sighting the Honda Civic Type R. In fact, “sporty” was something of an understatement. The hot Civic sat, wide and angry, astride two of the miniscule parking spaces outside her warden-assisted flat in a small Hampshire village, fitting in about as well as a rhino at a tea party.

It had fallen to me to give Pam, now a sprightly 94-year-old, a lift back to the Robbins homestead for Sunday lunch. She always looks forward to seeing which car I’ll turn up in, but on this occasion my choice of transport was less than ideal.

After I’d helped her over the hard, high seat bolster and strapped her into the racing bucket seat, we were both about ready for a cup of tea and a nice rest. But Pam’s a trooper, so far from being nonplussed by the Civic’s overt raciness, she was already making approving noises.

“It’s very snazzy in here,” she said, observing quite astutely the creases, folds, and splashes of carbon fibre and red fabric slathered around the Civic’s interior. “Busy” is the word I’d use, but like the exterior, it certainly leaves you in no doubt about this car’s intentions.

Let’s deal with the looks. This is, of course, a highly subjective area, and you’ll already know whether you like them or not. One thing that can’t be denied, though, is the presence the Civic Type R has on the road; finished in black, I struggle to think of a more menacing-looking thing.

Those sporty looks also set the tone for the rest of the car. The suspension is taut, the steering is super-quick, and a prod on the accelerator elicits a series of whooshing and chuffing noises from the turbo, and sets off the row of shift lights that run across the top of the instruments. The whole thing is gleefully unsubtle.

“Sounds like fun, but I bet it’s a bit of a nightmare when you’re not in the mood,” you’re thinking. Well, in reality, even after a couple of hours on the motorway you’ll emerge feeling pretty relaxed. Sure, the suspension is firm, but not unreasonably so, and at speed the ride settles nicely.

Even Pam said the ride was perfectly comfortable as we bimbled home along some fairly rough B-roads – though there was a quaver in her voice when we drove over a recessed drain cover.

“Would you like to see what it can do, then?” I said. “Oh yes,” she replied. “I’ve been waiting for you to stop driving like an old man.”

You have to open the taps gently with the Civic Type R, for its 306bhp is channelled through only the front wheels, not all four, like in a Volkswagen Golf R, probably the best über-hatch around at the moment.

True, Honda has fitted the Civic Type R with a limited-slip differential, which helps distribute the power more evenly, but on a damp, cold road like this one, the throttle needs to be opened gently to give the tyres a chance to bite.

The same applies in bends. Get ham-fisted with the Civic and its front wheels will simply slither around, leaving you in a scrabbly mess with the traction control system frantically trying to keep order. You can’t just floor the accelerator half-way round a bend and let the car sort it all out as you can in the Golf R.

Feed the power in sensitively, though, and the front end bites with more conviction. The steering still bucks and writhes in your hands somewhat, so you can’t place the front end with absolute precision, but the Civic can hurl you around a corner brutally quickly.

Despite its immense power, this new engine isn’t as rewarding as the naturally-aspirated unit in the previous Type R when you rev it senseless. Gone is the noticeable switch in engine tone and accompanying surge in performance half-way up the rev range, as the VTEC variable valve timing system switched to its more aggressive cam profile.

In exchange, though, you now get a turbocharged glob of torque low down, which wallops you up the backside right the way to the red line. Is that better or worse? It’ll depend on your point of view, but while enthusiasts of older Type Rs will bemoan the new engine’s character, it’ll bring a host of new owners to the fold who appreciate its new-found accessibility.

Don’t get too boisterous, mind, because a mid-corner bump or an ill-timed lift of the accelerator can cause the Civic’s tail to slip out without much warning. And while the steering’s speed ensures you can gather these little slips easily (and if you aren’t quick enough, the electronics should be), it isn’t exactly the last word in feel.

These aren’t the Civic Type R’s only flaws. The turbo noises are fun, but the base engine note itself isn’t particularly pleasant; gone is the hard-edged whine of previous hot Honda, replaced by something more droning and less elegant.

And while there’s a “+R” mode which, at the touch of a button, sharpens up the accelerator and steering responses and stiffens the suspension, this turns the Type R into a real boneshaker.

Then there’s the interior. Quite apart from its love-or-loathe design, the touchscreen entertainment system feels dated and fiddly, the gauges reflect in the windscreen at night, and the heater controls are a mass of buttons in quite a small area.

But if the mark of a great hot hatch is a car that can combine considerable thrills with everyday practicality, the Civic Type R has it sussed. Perhaps not as well as the Golf R, but more so than many of its other rivals.

What it offers is an antidote to the Volkswagen’s sober-suited seriousness. Where the Golf is crushingly able, the Civic Type R has a few foibles you have to learn to drive around; where the Golf is subtle and suave, the Civic is brash and theatrical. It isn’t perfect, but as Pam told the rest of the family when we arrived at home, “it goes like a rocket.” That it looks and feels like one too is what sets the Type R apart.

THE FACTS

Honda Civic Type R

Tested: 1,996cc turbocharged petrol engine, six-speed manual gearbox, front-wheel drive

Price/on sale: £29,995/now

Power/Torque: 306bhp @ 6,500rpm/295lb ft @ 2,500rpm

Top speed: 168mph

Acceleration: 0-62mph in 5.7sec

Fuel Economy: 38.7mpg (EU Combined); on test 32mpg

CO2 emissions: 170g/km

VED band: H (£295 first year, £205 thereafter)

Telegraph verdict: Refreshingly different, and certainly the most flamboyant hot hatch on sale today. It can’t match the poise and feel of the Volkswagen Golf R, but the Civic Type R is a theatrical and extremely likeable alternative

2016 Honda NSX Review

Thermal, Calif. — I’m a full 12 laps into my time behind the wheel of the 2017 Honda NSX when the realisation strikes me: I need to figure out a new driving style in order to make the most of this all-new hybrid supercar. But once the chequered flag flew to close out the final four-lap session, my track time with the car, at the Thermal Club in a blistering hot California, had come to an end.

This is the kind of thing that can happen when testing a supercar that is loaded to the gills with technology, much of it focused on making the driving experience rewarding for the seasoned professional and manageable for the rank amateur — all at the same time.

Lamborghini Aventador LP700-4 Review

If you ever get a chance to properly put a Lamborghini Aventador through its paces, make sure you’re on the right kind of road – a test track or a spin on a German Autobahn should do.

The Aventador, if you hadn’t already deduced from the photograph above, is the most extreme car to ever roll out of Lamborghini’s historic Santa’Agata Bolognese factory – and it’s been a full 52 years in the making.

Lamborghini has been redefining the supercar genre since the covers were first pulled off the fabulous Miura at the 1963 Geneva motor show. In fact, it was the Miura that inspired the term ‘supercar’ in the first place.

Lamborghini again redefined the concept of a supercar when it launched the outrageous Countach in 1974. Here was a car that pushed the automotive design envelope to the outer reaches of exploration, looking more like an inter-galactic spacecraft than any road car.

Next up was the brutal Diablo, upping the ante yet again by adding all-wheel drive to Lamborghini’s V12 weapons system.

The Murcielago was a less convincing effort, more of a reengineered Diablo rather than an all-new creation like Lamborghini’s current flagship in Australia – the eye-popping Aventador LP 700-4. There’ll soon be an even faster model, the Aventador LP 750-4 Superveloce.

While the tech on-board the Aventador is current generation with a cockpit inspired by the F-22 Raptor jet fighter, it’s also a car that subscribes to the old-school supercar formula. It’s massively wide (2.23 metres!) and impossibly low to the deck – perfectly in-sync with its mid-mounted monster engine.

There are plenty of pricy options to tempt the cashed-up buyer. Our $761,500 (plus on-road costs) Aventador tester was loaded with an extra $78K of features including Dione Forged 20-inch front/21-inch rear wheels ($13,800), parking sensors and reverse-view camera ($9600), Rosso Mars paint ($19,500) and transparent engine cover ($14,800), to name a few.

As the LP700-4 nameplate denotes, directly behind the driver’s head sits a 515kW (700 PS) state-of-the-art naturally aspirated V12, longitudinally mounted, and capable of blasting from 0-100km/h in a jet-like 2.9 seconds. Top speed is simply listed as ‘more than 350km/h’.

It’s a bespoke unit developed in-house for the Aventador, and despite its huge 6.5-litre displacement and extraordinary power output at 8250rpm, the whole engine tips the scales at just 235 kilograms.

It’s the same story when it comes to the transmission. Lamborghini decided against a dual-clutch unit, which is used extensively across its sister brands under the Volkswagen Group, due to weight, size and actual shift feel.

Instead, the Aventador uses a quick-shifting ISR (independent shifting rods) robotised gearbox that is claimed to shift cogs in around 50 milliseconds in its most extreme driving mode.

Lamborghini also makes its own carbonfibre monocoque. That’s the entire occupant cell, roof and tub. It’s all one unit, made entirely in-house.



Then there’s the suspension. It’s a race-inspired, ultra-exotic push-rod system that’s fixed directly to the cell itself and typically found only on formula racing cars.

Any day is a good day to drive Lamborghini’s finest. All the more so, given the four year gap since I briefly drove an Aventador in Shanghai at the launch in 2011, but that was only a quick track test – so the opportunity to drive the car around town before hitting our private test facility was all the more interesting.

Lamborghini has always been big on theatrics, especially when it comes to its V12 models.

Foot pressed firmly on the oversized alloy brake pedal, followed by a thumb flick of the bright red, fighter jet inspired start button cover, and this monster ignites. It’s not instantaneous, mind – there’s a delicious starter whine before the V12 erupts.

And it doesn’t take long before heads start turning and other drivers look decidedly gob-smacked. This iteration of Lamborghini’s finest will stand as the most photographed and videoed car of all time, at least by my reckoning. The Aventador has an innate ability to mesmerise – stopping people and cars in their tracks – literally.

School kids armed with iPods and iPhones were literally walking onto the road to get close-ups of our TorroRosso Red tester. I’ve never seen anything like it. No other brand carries this much street cred.



Of the three transmission settings; Strada (Road), Sport and Corsa (Circuit) – Strada offers the most restrained responses and the only real choice for these stop/start conditions as we head north out of the city.

The seats are comfortable enough, even after a few hours behind the wheel. The steering is perfectly weighted and it feels suitably responsive and easy to manage in traffic. It actually feels quite docile in terms of throttle response, at least in this drive mode.

It’s also surprisingly easy to manage, though you will need to be ultra careful not to damage the Aventador’s impossibly low front splitter.

Thank goodness for the electronically operated nose lift system, which raises the front of the car by around 10mm. It’s a mandatory feature on any Lamborghini, and the car can be driven nose-up at speeds up to 80km/h.

Once off the public road system, it’s time to hit the most extreme ‘Corsa’ switch with an opportunity to exploit all the Avenator has to offer.

Dial up the launch control function, and the V12 will hold at 4000rpm before slingshotting the car in what can only be described as organ-rupturing acceleration – though the Aventador maintains an unflappable line.

Make no mistake, this is an intimidating car, at least initially, but the grip from the 355-millimetre-wide rear tyres and pushrod suspension is so colossal it doesn’t take long before you feel comfortable enough to flat-foot it through the kinks.

Mid-range thrust is simply off the charts and full-throttle upshifts are punishing – just the way Lamborghini intended it to be.

The exhaust note, too, is something to behold. At full scream – that’s 8000rpm plus – you’ll think you’re driving a Le Mans GT racer, and in some cases this Lamborghini might even be quicker.

Lamborghini claims the Aventador will hit 200km/h in a staggering 8.9 seconds flat and pull 1.3 G when braking from 100-0km/h.

The problem is, three days with a Lamborghini Aventador simply isn’t long enough – it’s like a theme park ride that you can’t get enough of.

Whether you’re flat out on a closed road or just sitting in traffic, driving a V12 Lamborghini always feels like a special event.

Thankfully, this Italian carmaker still does one thing better than any other sports car manufacturer in the world – it fearlessly takes the supercar to the extreme.

2016 Cadillac CT6

Cadillac CT6

2016 Cadillac CT6 creates a new formula for the prestige sedan through the integration of new technologies developed to achieve dynamic performance, efficiency and agility previously unseen in large luxury cars.

CT6 marks Cadillac's long-awaited return to the global prestige luxury segment, and is one of eight all-new vehicles the brand will launch by the end of the decade as part of its $12-billion product investment to expand and elevate.

"The CT6 is nothing less than an entirely new approach to premium luxury - and an approach only Cadillac can offer," said Johan de Nysschen, president of Cadillac. "It is a bold endeavor with unmatched dynamism that reignites a passion for driving in large luxury vehicles. In short, it is prestige luxury reimagined."

Cadillac CT6 takes drivers to a higher threshold of involvement, with technologies that make them more aware of their surroundings, chassis systems - including active technologies - that make the most of control in all conditions, and powertrains led by an all-new Cadillac Twin Turbo engine that rewards with stirring power on demand. Passengers are ensconced in the brand's ultimate expression of comfort, luxury and connectivity.

The CT6 features one of the industry's most advanced automotive body structures, an aluminum-intensive architecture that incorporates 11 different materials to achieve strength, performance and efficiency thresholds practically unmatched among the world's elite luxury performance sedans.

It is one of the world's lightest and most agile full-size luxury performance sedans, with dimensions and spaciousness on par with BMW's short-wheelbase 7-Series, but the approximate weight, agility and efficiency of the smaller Cadillac CTS - which is lighter than a BMW 5-Series. The CT6 is lighter than the BMW 5-Series, 6-Series and Mercedes-Benz E-Class.

"We reinvented the approach to structural underpinnings in the quest to develop a unique formula for the prestige luxury performance sedan," said de Nysschen. "Melding that new approach with the dynamics conveyed in our other award-winning rear-driven sedans - including V-Series - results in something that has been lost in the segment: the exhilaration of a true driver's car."

Cadillac focused on three pillars that would coalesce to deliver the CT6's dynamic experience - and do so with higher levels of presence, elegance and technological innovation to help elevate Cadillac around the world.

"Luxury brands are built from the top down," said Cadillac Chief Marketing Officer Uwe Ellinghaus. "Adding a dynamic, top-of-the-range car is central to Cadillac's elevation and global growth."

Agility

    All-new Omega architecture features 13 high-pressure aluminum castings in the body structure, creating a lighter, stiffer structure that also enables "bank vault" levels of quietness

    All-new Cadillac 3.0L Twin Turbo engine offer an estimated 400 horsepower (298 kW) and 400 lb-ft of torque (543 Nm), making it among the most power-dense V-6 engines in the segment, at 133 horsepower (99 kW) per liter

    Efficiency is enhanced with the industry's first application of cylinder deactivation technology on a turbocharged V-6 engine, as well as an eight-speed automatic transmission

    2.0L I-4 turbocharged and new 3.6L V-6 naturally aspirated engines, each with a new eight-speed automatic transmission

    Active-on-demand all-wheel drive featuring a continuously variable clutch that infinitely varies power delivery to the front wheels - up to 959 lb-ft (1,300 Nm) - to make the most of handling and stability in all conditions

    Advanced performance chassis system designed to deliver an engaging driving experience - with segment-best ride, handling and isolation qualities - through the use of Active Rear Steer, Magnetic Ride Control and selectable drive modes

    Auto Vehicle Hold - a driver-selectable feature that prevents forward/rearward vehicle creep when the driver's foot is off the brake. It reduces fatigue during heavy stop-and-go traffic and improves vehicle control on steep grades.

Connectivity

    True 360-degree camera view around the vehicle, displayed on the Cadillac CUE screen, helps reduce blind spots around the vehicle

    Industry-first surround-view video recording system that can record front and rear views while driving, and 360 degrees of recording if the vehicle's security system is activated

    Enhanced Night Vision helps identify people, large animals and more via heat signatures on a display in the driver information center

    Rear Camera Mirror is the industry's first application of full-display technology, combining camera technology with the conventional inside mirror to project an unobstructed view in the mirror

    New Advanced Park Assist integrates automatic braking into automatic parking

    New Pedestrian Collision Mitigation technology provides pedestrian detection indications, alerts and automatic braking to avoid collisions

    Large, 10.2-inch-diagonal CUE interface screen with 1280 x 720 HD resolution and console mounted touchpad. The capacitive-touch screen reacts faster when scrolling and recognizes handwriting for address/points of interest search. The touchpad allows control of CUE features while resting an arm on the center console rather than touching the screen

    Wireless phone charging and OnStar 4G LTE with Wi-Fi hotspot.

Indulgence

    Bold American luxury design, distinctly Cadillac - a true rear-wheel drive car, with a dramatic dash-to-axle ratio offering classic long, low proportion and luxury presence that commands attention

    Lightweight and a design that conveys it. Dynamic use of line work and sophistication and precision in surfacing - CT6 looks as light and agile as it actually is

    Elevates modern craftsmanship with curated environments that are rich, expressive and spacious, combining luxurious leathers, exotic woods, and carbon fiber in unprecedented ways

    Standard Indirect Fire light-emitting diode front lighting system offers state-of-the-art, more efficient illumination for a distinctive appearance that is both technical and expressive in its character and personality

    Extended comfort seats offer a refined, luxurious appearance. Features include premium Opus leather, five massage programs, reclining rear seats and Cadillac's first application of woven-in-seat heating elements

    All-new Articulating Rear Seat package offers new thresholds for comfort and luxury, with approximately 3.3 inches (83 mm) of adjustable seat travel, lumbar adjustment, tilting cushions, massage feature, heating/cooling features and armrest with media controls, including HDMI and USB ports

    Comprehensive rear seat infotainment system with articulating 10-inch-diagonal screens that retract into the front seatbacks, along with connectivity for brought-in devices

    Quadzone climate system, which employs a secondary full-HVAC system that allows passengers to personalize temperature and airflow for each seating position, along with ionizing air purification

    Cadillac-first Bose® Panaray® audio system features 34 strategically placed speakers for exceptional dynamic range and clarity, including the first automotive application of design and technology elements from Bose home entertainment and professional audio products

    Concierge welcome lighting that illuminates the outside of the car as the owner approaches, based on the signal from the passive entry fob

    Hands-free power deck lid operation

    Generous rear-seat legroom - 40.4 inches (1027 mm) - and segment-best interior storage, including 2.2L center console storage volume.

About the architecture

The body-in-white of the 2016 Cadillac CT6 is structurally lighter and stiffer than any other dynamically similar vehicle such as the BMW 5-Series or Audi A6. That state-of-the-art architecture is the foundation for its benchmark-establishing agility and vault-like solidity and quietness.

The new architecture has a mixed-material structure with all-aluminum exterior body panels. Engineers conducted 50 million hours of computational analysis - including 200,000 structural simulations - in its development, generating 21 patents.

"Every panel of the body-in-white is optimized with innovative joining techniques," said Travis Hester, executive chief engineer, Cadillac CT6. "It's an uncompromising approach that provides the best balance of strength, lightness and refinement."

Thirteen high-pressure aluminum die castings in the lower body construction reduce complexity and are significant contributors to the architecture's low mass. The CT6 is approximately 218 pounds (99 kg) lighter than a comparable vehicle using predominantly high-strength steel.

GM's most advanced body manufacturing methods are used to fabricate the structure, including proprietary aluminum spot welding technology that is more efficient and helps reduce weight. Laser welding, flow drill fasteners and self-piercing rivets are also employed, along with roughly 591 feet (180 meters) of advanced structural adhesives.

Chassis and suspension highlights

The CT6's rigid, lightweight architecture is the foundation for its segment-challenging agility, enhanced by active-on-demand all-wheel drive, active rear steering and Magnetic Ride Control on the available Active Chassis System.

"To put it succinctly, every wheel drives and every wheel steers," said Hester. "And with Magnetic Ride Control, every wheel's dampening is adjusted by the millisecond, for responsiveness and driver control unparalleled in the segment."

The chassis system also balances responsiveness with segment-best isolation for exceptional refinement. In the front, the CT6 features a lightweight, aluminum-intensive high-arm multilink short-long arm front suspension. At the rear is a five-link independent suspension that uses multiple outer ball joints and cross braces for optimal handling and steering precision.

Active rear steering with the Active Chassis System contributes to greater low-speed agility and high-speed stability. In parking lots, the turning circle is only 37 feet (11.4 m), comparable with the CTS, which has a 114.6-inch wheelbase vs. the CT6's 122.4-inch wheelbase.

Active-on-demand all-wheel drive is also part of the Active Chassis System, making the most of handling and stability in all weather conditions. Its lightweight, compact design and two-gear transfer case enable greater fuel economy than conventional fixed-torque all-wheel drive systems. All-wheel drive is standard on all CT6 six-cylinder models.

Selectable Tour, Snow/Ice and Sport modes allow the driver to tailor the CT6's advanced chassis system for practically any weather or road condition.

Bold proportions, exquisite attention to detail

A bold proportion dominated by a long hood and sleek upper body distinguishes the CT6, evolves the brand portfolio and reinforces the agility enabled by the lightweight architecture.

"This is a car designed for passionate drivers," said Andrew Smith, executive director, Cadillac Global Design. "CT6 is low, wide and sleek, which is just what you'd expect in a lightweight performance sedan. There is a great dash-to-axle proportion that reinforces the dynamics of the rear-wheel-drive architecture."

The "face" of Cadillac evolves with the CT6 through new executions of the grille and signature lighting elements. The vertical light signature, for example, features new LED light blades that frame the front of the vehicle, with forward illumination from technologically advanced Indirect Fire LED headlamps.

Proportion, craftsmanship and technology also define the CT6's cabin. Cadillac designers aimed to deliver a bold, elegant and spacious interior. That elegance is expressed in curated environments and in surface sculpture featuring authentic materials, exquisite details and elevated executions of the brand's signature cut-and-sew interiors. The CT6 uses state-of-the-art technology to reward its occupants with high levels of comfort, connectivity and safety.

"Never before has such craftsmanship and technology been so seamlessly interwoven," said Smith. "The CT6 represents our next step in the continuing evolution of the Cadillac brand portfolio."

Production and manufacturing

Production of the 2016 Cadillac CT6 begins at the end of 2015 for the North American market at the Detroit-Hamtramck assembly plant, which underwent a $384-million investment in tooling and other upgrades to support the manufacture of the CT6 and two other products. Chinese-market models will be assembled at an all-new facility in China starting in early 2016.

The CT6 also will be offered in Europe, Korea, Japan, Israel and the Middle East. Production for those markets begins at Detroit-Hamtramck in early 2016

2016 Nissan Pathfinder Review

The 2016 Nissan Pathfinder is a competent but aging option among midsize three-row SUVs. It parted ways with its truck-based roots for the 2013 model year, beginning a more civilized journey with family-friendly unibody underpinnings derived from the Altima sedan. One result was a notably smoother ride, and the Pathfinder also stood out thanks to its well-trimmed interior and solid V6 power. We still consider the Pathfinder an adequate entrant in this three-row crossover class, but the competition has stiffened considerably in the years since its debut.

Build quality and materials inside the Pathfinder remain at the segment standard or above, and there's a competitive suite of features, even if some are bundled into pricey packages. Certain options should frankly be standard, however, especially Bluetooth connectivity, which is unavailable on the base S trim, lacks streaming-audio capability on the step-up SV trim and requires an upgrade for streaming audio on the SL. Even inexpensive small crossovers get Bluetooth by default these days, and they generally get a USB port, too, which the Pathfinder S once again lacks. We also take issue with the Pathfinder's cargo capacity, which is below the segment average despite the vehicle's substantial exterior dimensions.

The truth is that there are newer, more practical and better-driving alternatives that call out the Pathfinder's once-fresh unibody ethos for what it is: old news. We'd start with the roomy and well-equipped Honda Pilot, which is fully redesigned this year, and follow that up with a close look at the perennially popular Toyota Highlander. Both are top picks in this class and have the Edmunds "A" ratings to prove it. The upcoming 2017 Mazda CX-9 will certainly be an alternative worth investigating, while the "B"-rated Dodge Durango offers generous third-row space like the Pilot and dangles the carrot of optional V8 power. The 2016 Nissan Pathfinder is a likable enough crossover, but it ultimately can't keep up with today's best.

2016 Ford Escape SUV Review

Compact crossover SUVs are great for many things, be it commuting to work, taking your kids to school, loading up goods from Costco or going on a ski trip. Often lacking, however, is any sense of fun. To get that, you'll want to check out the 2016 Ford Escape. Based on the engaging Ford Focus, the current Escape drives like a Focus on its tiptoes (that's a compliment) and, when fitted with the turbocharged 2.0-liter engine, it's one of the quickest small crossovers in this price range. Moreover, the Escape earns its crossover stripes with optional all-wheel drive, respectable fuel economy, a spacious cargo bay and an available hands-free power liftgate with a super-cool foot senso

Camaro-Z28-Review

The Camaro ride from Chevrolet has been out of almost eight years and this year marks the 6th one after its comeback. For the 2016 model year, Chevy is planning to release an updated version of its Camaro Z28. It is going to be a revision of the vehicle which is entering into its 6th generation of existence and also a way to fight back against the competition which has been rising steadily for the recent period.

The new car is far from a revolutionary design but it does have a fresh new look to it. It has been remodeled slightly and has some updated features but the best thing comes underneath as the car has been updated with a four-cylinder engine. The Camaro is more nimble and lighter and also provides better performance specs and better handling than before. The Camaro Z28 is a perfect car that will go against the current Mustang vehicle and is on a par with eh Dodge Challenger in the muscle car segment.

This new release marks a significant update to the Camaro line and it represents a great step forward for the brand. As history knows it, Chevy has managed to win quite a few battles against Mustang but this one may get to prove as being one of the more significant ones. The upcoming period of a few years will show us what the results will be and Chevrolet is hoping that this design will be a great start for the upcoming fleet of cars that will be released in the future.


Chevrolet Camaro Z28 exterior

The initial thought is that the new 2016 model Camaro Z28 has not been significantly updated, but it is when you get a closer look that you see what the changes actually are. The car uses a similar design as before but is a smaller in size. Due to the shortening of the wheelbase, the car is an inch lower and an inch slimmer. With the shorter overhangs that were also added, it makes the style of the car look more like a sport coupe vehicle. But it still remains a Camaro, with its trademark slim shape. It retains its grille and headlamp design but with a small update, the grill is a mesh one while there is the LED technology added to the headlamp which now have a circular pattern. You will also notice some chrome horizontal stripes at the front part of the car as well.

Engine

The best changes come under the hood of the vehicle. The car now includes a turbocharged four-cylinder engine which is the greatest change that the Camaro has received since its third generation installment. So the new Camaro has a 2.3-liter EcoBoost engine which compared to the Mustang one sits bellow the lineup. The specs show us that the car is able to generate 275 horsepower and 295 pound-feet of torque. It can achieve a speed of 60 mph in just 5.4 seconds, with a manual transmission, and 5.5 with an automatic one. It also has the measured EPA rating of 30 mpg highway.

There is the second engine option provided with is the 3.6-liter V-6 engine. It can provide you with 335 horsepower and 284 pound-feet of torque. As some special additions it includes updated direct injection, continuously variable valve timing and cylinder deactivation. It also has a 0-60 mph performance of 5.2 second with a manual and 5.1 with an automatic transmission. And the third engine option which is found inside the SS version which is the 6.2-liter V-8 one. it provides an output of 455 horsepower and 455 pound-feet of torque and has a 0-60 mph performance of 4.3 seconds with a manual and 4.0 with an automatic one.
Release date and price

The new 2016 Chevrolet Camaro Z28 will be released along the entire Chevy lineup which comes out at the beginning of next year. The price has been set at $26,695 base MSRP for the base option, while the SS trim comes at a price of $37,295.

2016 Mercedes S Class

2016 Mercedes S Class Release Date, Diesel, Interior, Price – Mercedes might have eliminated the Maybach brand three years ago, but the name still lives on through the upcoming new 2016 Mercedes S Class. This car is aimed to all those customers who feel their status is imperative to them and should be safeguarded at all costs.

The expected 2016 Mercedes S Class will come with all ridiculous gadgets that the S class can offer. The Mercedes brand in itself is a symbol of elegance, comfort and performance. This posh S class machine will undoubtedly continue to offer the highest level of hand crafted refinement and personalisation.

The expected 2016 Mercedes S Class will come with all ridiculous gadgets that the S class can offer. The Mercedes brand in itself is a symbol of elegance, comfort and performance. This posh S class machine will undoubtedly continue to offer the highest level of hand crafted refinement and personalisation.

Large Luxury Car Sales In Canada

A surge from BMW's two flagship passenger cars couldn't stop the large luxury car class from losing 12% of its volume in June 2016.

Year-over-year, Canadian sales of the Audi A8, Jaguar XJ, Lexus LS, Porsche Panamera, and class-leading Mercedes-Benz S-Class all reported double-digit percentage losses in June. For Mercedes-Benz Canada, the S-Class's 33% loss represented 36 lost sales.

Thanks to our source at Global Automakers Of Canada, we now have some information for the Maserati Quattroporte. June sales totalled 10 units, a tiny number by the standards of the S-Class but four more sales than the disappointing Lexus LS managed.  

We hope in the coming months that figures for the Quattroporte, GranTurismo, Ghibli, and upcoming Levante will be more complete.

If full-size luxury cars could produce a big story in Canada, the BMW 7-Series would be the story in 2016. All-new in sixth-gen form this year, 7-Series sales are up 82% through the first-half of 2016. The 7-Series is on track for 2016 to turn into a four-year high.

You can click any model name in the tables below to find historical monthly and yearly Canadian auto sales data. You can also select a make and model at GCBC's Sales Stats page. This table is sortable, so you can rank large luxury cars any which way you like. Suggestions on how GCBC should break down segments can be passed on through the Contact page.

The 2016 Best Cars for the Money Awards Arrive Tomorrow

Shopping with an eye toward managing your budget can feel like an exercise in compromise, especially when buying a car. After all, most of us don’t have unlimited funds to spend, so we often end up compromising on the kind of performance and comfort we want in favor of the kind of car we can afford. That means we spend thousands of dollars on something we’ll use almost every day but feel lukewarm about.

 

The thing is, while you may not be able to get everything you want in a new car and stick to your budget, you can still find a car that’s going to give you a great ownership experience and not break the bank. Each year, we use pricing and cost of ownership data, as well as our own car rankings, the find the cars, SUVs, vans and trucks that have the best combination of positive reviews and value in their classes. We give those cars our coveted Best Car for the Money awards. While finding the winners takes a lot of number crunching, each of them is proof you can stick to a budget without sticking yourself in a less-than-stellar car.

You can check out the 2015 Best Cars for the Money Winners, but know that the 2016 awards come out tomorrow. There are some surprising wins (including one shocking upset), new categories and some old favorites, but the most important thing the 2016 Best Cars for the Money awards do is help you find the right car for your life and your budget.

In the market for a new car? Check out our Best Price Program for guaranteed savings on a new car, truck or SUV (on average, people who use the program save over $3,000 off MSRP!). Also, follow us on twitter and Facebook for the latest car buying news, deals and more on the 2016 Best Cars for the Money. 

2017 BMW 7-Series plug-in hybrid (Euro-spec)

After 120,000 miles divided among a 2012 BMW 328i sedan, a 2014 BMW 328d xDrive wagon, and a 2015 BMW M3, we’re ready for a respite from the sixth-generation 3-series. Each one of those recent long-termers left us cold: too disconnected, too expensive, or too flinty, but most of all, just short of totally satisfying. BMW’s quest to adapt the 3-series for mass-market appeal has watered down our decades-long love for the car that once combined control, practicality, and fun like no other.

Instead of hunting for the ghosts of BMW past with yet another long-term 3-series, we’ve redirected our focus toward a 2016 BMW 740i. We’ll spend 40,000 miles determining if BMW’s apparent new priorities—luxury and comfort before sport—have been perfected in the company’s flagship. 

Specifications

VEHICLE TYPE:
front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED:
$96,095 (base price: $82,295)

ENGINE TYPE:
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection

Displacement:
183 cu in, 2998 cc
Power: 320 hp @ 6500 rpm
Torque: 330 lb-ft @ 1380 rpm

TRANSMISSION:
8-speed automatic with manual shifting mode

DIMENSIONS:

Wheelbase: 126.4 in
Length: 206.6 in
Width: 74.9 in Height: 58.2 in
Passenger volume: 115 cu ft
Cargo volume: 18 cu ft
Curb weight: 4385 lb

PERFORMANCE: NEW

Zero to 60 mph: 4.8 sec
Zero to 100 mph: 11.9 sec
Zero to 130 mph: 21.6 sec
Rolling start, 5-60 mph: 5.6 sec
Top gear, 30-50 mph: 2.9 sec
Top gear, 50-70 mph: 3.5 sec
Standing ¼-mile: 13.4 sec @ 105 mph
Top speed (mfr's est.): 155 mph
Braking, 70-0 mph: 159 ft
Roadholding, 300-ft-dia skidpad: 0.86 g

FUEL ECONOMY:

EPA city/highway driving: 21/29 mpg
C/D observed: 26 mpg
Unscheduled oil additions: 0 qt

WARRANTY:

4 years/50,000 miles bumper to bumper;
12 years/unlimited miles corrosion protection;
4 years/unlimited miles roadside assistance;
4 years/50,000 miles scheduled maintenance

2017 Audi R8 Review

The software makes the difference.

First Drive Review

The transmission plays a vital part in this Jekyll-and-Hyde trick, with the seven-speed dual-clutch ’box having been tweaked—digitally, of course—to deliver faster and more forceful upshifts under hard use, along with some nifty rev-matching when you downshift. Yet left in drive in Comfort mode, it’s practically a 1970s-style waft-o-matic, shuffling its ratios both intelligently and seamlessly. The chassis coped with everything Portugal could throw at it with something close to disdain—the biggest bumps didn’t unsettle it, even with the adjustable dampers in their firmest setting—and yet it also was completely unruffled by both the low-quality urban streets and some high-speed cruising on the Autoestrada.

The biggest mechanical change between the first R8 and this one is the arrival of an electronically controlled clutch to divert torque to the front axle, in place of the previous viscous coupling. This is much faster-acting; Audi engineers claim it can go from fully free to locked in just a tenth of a second, and it is set up to divert torque to maximize traction and stability. The result is more adhesion—much more—but far less of the rear-driven feeling the first R8’s slower responses gave it, especially at low speed. Grip, like bacon, is something that some people earnestly believe you can’t have too much of, but at the sort of speeds you’re ever likely to see on public roads the R8 just grasps and goes, the driveline working to maximize traction all the time. It’s blisteringly fast—but definitely not as playful as its sometimes-wayward predecessor.  

With the generosity that comes from having a PR budget to rival Greece’s national debt, Audi also booked exclusive use of the excellent Autódromo Internacional Algarve near Portimão—a circuit that, although little used for actual racing, can claim to be one of Europe’s finest for driving. Audi inhibits the stability-control switches of its cars on media launches, so we can’t regale you with stories of generous doses of opposite lock and heroic drifting, but the Performance mode’s most aggressive “Dry” setting allows enough slip to prove the chassis remains neutral even under heavier track loadings. It’s possible to make the rear slide under power, but the car will immediately divert torque to the front wheels to try to pull itself straight; it’s prepared to tighten its line a little on an eased throttle, like a Porsche, but the governing motto is always to keep everything on a tight leash.

The steering dealt with Portugal’s roads far better than it did the track at Le Mans. There’s never an abundance of feedback, but responses are keen and the ratio-tweaking is rarely noticeable. That said, we did spend most of our time in Dynamic mode, which we later found out locks the steering ratio at a fixed 13:1. Yet the steering is accurate and delivers instant response, whichever mode it’s in. It’s just a shame it has lost the voluble communication that made the first R8 such a chatty companion.

A final point: Don’t automatically assume that the Plus’s extra 70 horsepower makes it the one to plow your next lottery win into. After driving both the Plus and the standard car on the road, we really didn’t notice any significant performance advantage from the additional power. The Plus also brings fixed-back shell sports seats that will be too tight for many and has a fixed carbon-fiber rear wing in place of the standard V10’s more subtle pop-up one. 

Siblings, But Not Rivals

Even knowing how similar the R8 and Huracán are beneath the surface, they don’t feel like rivals, a clever trick pulled off by their respective engineering teams. The Lamborghini is the more exciting car, no question—harder, angrier, and (we suspect) slightly faster, even though the engine in the R8 V10 Plus is in an identical state of tune. From an outsider’s perspective, the fact the Audi will do pretty much the same for what we’re estimating to be a $60,000 to $70,000 discount might look like a big problem, but Lamborghini’s marketing department is probably more concerned by the fact that the $241,000 Huracán has the legs on the $404,000 Aventador.

The R8 is definitely the better all-arounder, with a far greater range of talents than its Italian sister. It’s a viable everyday cruiser, as civilized at lower speeds as a TT or A5 coupe, yet it’s also a thrilling supercar-humbler in its own right. And it’s one with an engine that, somewhere in the electron-driven future that awaits us all, we likely will look back on as one of the all-time greats. If you’re looking for a do-anything sports car, the R8 is going to be hard to beat.

Bugatti Chiron Review

With the Bugatti Veyron’s top-speed records, a price tag over $1 million, and distinctive melted-scoop-of-ice-cream styling, it was an instant rolling superlative when it debuted in 2005. Its successor, the new Chiron, is even more of a record- and headline-grabbing show pony. Is it faster? A 310-mph (500 km/h) speedometer and Bugatti’s claim that it’ll do 261 mph say it is.

Never mind that there are few places in the world where anyone could achieve 261 mph, and even fewer owners who will ever attempt the feat, what could hypercars such as the Ferrari LaFerrari, Porsche 918 Spyder, or McLaren P1 offer in retort? That their top speeds are lower, they’re less comfortable, or, critically, that they’re—gulp—cheaper? The Chiron’s game is to be so unattainable, so unimaginable, so magical as to reestablish Bugatti as the ultimate automotive accouterment for those who measure their cash reserves not by face value but with a yardstick.
Make Bugatti Great Again

Bugatti says the 4400-pound Chiron is “the world’s first production sports car with 1500 hp.” It’s best to simply shelve any expectations of modesty on Bugatti’s part. After all, when the car you’re replacing produced 1200 horsepower, hit 258 mph, and cost more than $2 million, adding an extra 300 horsepower, 3 mph of governed top speed, and half a million to the window sticker matters. Oh, and just 500 will be made, because nobody wants a mass-produced $2.6-million car.

Between Bugatti’s braggadocio and posturing, there are real improvements to the Veyron’s formula. Does it matter that, if every strand of carbon fiber in its new central tub were laid end to end, they’d “stretch nine times the distance between the earth and the moon”? No, and we pity the Bugatti employee charged with checking the arithmetic on that factoid. But it is indicative of a real effort to reduce—or at least hold the line on—the Chiron’s weight relative to that of the somewhat pudgy Veyron. All of that carbon fiber—the body panels also are made of the stuff—helps keep the Chiron right around the same weight as the 4486-pound Veyron, despite being 3.2 inches longer, 1.6 inches wider, and 0.3 inch taller. Bugatti further claims that the Chiron’s structure is as stiff as those underpinning LMP1 racing prototypes.

 At the risk of sounding beguiled, the styling of the Chiron is notably more fetching than that of the Veyron. The C-shaped curve carved into each side of the body recalls Bugatti’s 1930s-era art-deco masterpieces, the Type 57 Atlantic and Atalante, as does the spear running down the car’s spine. The all-mesh tail appears to belong to a different car, but the surfaces bending and flowing beyond it are nearly beautiful. Up front, Bugatti’s horseshoe-shaped grille remains—stamped with a badge rendered from five ounces of silver—and is flanked by quad-LED headlights. Moving aerodynamic elements range from a hydraulically operated diffuser, front splitters, and a four-position rear spoiler/wing that can sit flush with the rear bodywork, extend slightly (the setting for top-speed runs), fully extend, or fully extend and tilt in its air-brake setting. The underbody is totally smooth save for NACA ducts that gulp air for cooling the engine, the transaxle, and the rear brakes.
What’s an Extra 3 mph?

When chasing top-speed honors, horsepower matters. Even so, there are diminishing returns in the fight against the atmosphere at higher speeds. The Chiron’s redesigned 8.0-liter quad-turbocharged W-16 engine produces 1500 horsepower, 300 more than the outgoing Veyron Super Sport—and yet it tacks only another 3 mph onto that car’s top speed, and only eight more atop the 1001-hp Veyron 16.4’s 253-mph max. Bugatti has tuned the Chiron’s four turbochargers to work sequentially, with two operating at low engine speeds for better response before the other two take over above roughly 3800 rpm for maximum power. Down the line, there no doubt will be additional variations on the Chiron theme that add precious miles per hour to the top speed.

Exhaust is routed from the turbos to a new titanium exhaust that Bugatti claims weighs 44 pounds, which is “extremely light compared with similar [16-cylinder] units.” Perhaps the automaker is referring to the chrome stacks on semi trucks, because it also proudly describes two of the catalytic converters as being “six times as large as [those] fitted to a medium-sized car” and boasts that the total exhaust-scrubbing area of all six catalytic converters is greater than that of 30 soccer fields. This should give you some idea of the level of emissions produced by an 8.0-liter 16-cylinder engine.

 At the risk of sounding beguiled, the styling of the Chiron is notably more fetching than that of the Veyron. The C-shaped curve carved into each side of the body recalls Bugatti’s 1930s-era art-deco masterpieces, the Type 57 Atlantic and Atalante, as does the spear running down the car’s spine. The all-mesh tail appears to belong to a different car, but the surfaces bending and flowing beyond it are nearly beautiful. Up front, Bugatti’s horseshoe-shaped grille remains—stamped with a badge rendered from five ounces of silver—and is flanked by quad-LED headlights. Moving aerodynamic elements range from a hydraulically operated diffuser, front splitters, and a four-position rear spoiler/wing that can sit flush with the rear bodywork, extend slightly (the setting for top-speed runs), fully extend, or fully extend and tilt in its air-brake setting. The underbody is totally smooth save for NACA ducts that gulp air for cooling the engine, the transaxle, and the rear brakes.
What’s an Extra 3 mph?

When chasing top-speed honors, horsepower matters. Even so, there are diminishing returns in the fight against the atmosphere at higher speeds. The Chiron’s redesigned 8.0-liter quad-turbocharged W-16 engine produces 1500 horsepower, 300 more than the outgoing Veyron Super Sport—and yet it tacks only another 3 mph onto that car’s top speed, and only eight more atop the 1001-hp Veyron 16.4’s 253-mph max. Bugatti has tuned the Chiron’s four turbochargers to work sequentially, with two operating at low engine speeds for better response before the other two take over above roughly 3800 rpm for maximum power. Down the line, there no doubt will be additional variations on the Chiron theme that add precious miles per hour to the top speed.

Exhaust is routed from the turbos to a new titanium exhaust that Bugatti claims weighs 44 pounds, which is “extremely light compared with similar [16-cylinder] units.” Perhaps the automaker is referring to the chrome stacks on semi trucks, because it also proudly describes two of the catalytic converters as being “six times as large as [those] fitted to a medium-sized car” and boasts that the total exhaust-scrubbing area of all six catalytic converters is greater than that of 30 soccer fields. This should give you some idea of the level of emissions produced by an 8.0-liter 16-cylinder engine.

Inside Thoughts

The Chiron’s interior has been completely redesigned and seems to have been given nearly as much thought as figuring out how to make a 4400-pound chunk of carbon fiber and metal hurtle through the atmosphere at more than 200 mph. The aesthetic is spare yet clearly upscale. A glowing rib echoing the external “spine” sweeps down the middle of the cabin and is said to be “the longest light conductor used in the automobile industry.” A waterfall of simple aluminum dials for the climate system pours down a gleaming aluminum strip supported by carbon-fiber ribbing, while infotainment and navigation duties are handled by a pair of screens flanking the analog speedometer. The entire gauge pod, in fact, is an incredible piece of sculpture that is milled from billet aluminum.

Whatever isn’t slathered in leather or hewn from aluminum is covered in carbon fiber. The audio system is provided by Accuton, and it can be tuned to account for any of the 31 different leather choices and eight microsuede options for the interior. (Have you ever heard the reverb produced by soft Corinthian leather? Ask Ricardo Montalban.) And whether or not Bugatti is lobbing a pun when it says that the one-carat diamond membrane in each of the four tweeters deliver “crystal-clear sound,” we’re pretty sure the point is that there are diamonds in the speakers. For Chiron customers with Louis Vuitton–brand tinfoil hats, Bugatti says the car has “an extremely high level of electromagnetic compatibility” borne out by tests of an unspecified military standard.

Awestruck yet? There’s little doubt that the Chiron trumps even the mighty Veyron in the jaw-slackening department. The Chiron is undoubtedly an engineering triumph and the pinnacle of immoderation; the masses should be properly enthralled. Most critically, so should those with the considerable means to purchase one.